.justin.

Great truck. Does it happen to have white stripes on the hood? I tuned a few Blue SSSs in the D.M.V. region years ago.

Just for anybody reading, initial tune was sent over on May 5th. There are some minor setup issues that need to be addressed which should be cleared up with the next log file sent in.

Accurate power output would be difficult to ascertain with the torque converter. AWD also makes it potential dangerous for the transfer case. We are located in San Diego and do not have the OEM SS Wheels.

After enjoying this truck for a long 8.5 years, it is time to move on an let it go to another home. I've owned it since 2004, purchased with 16k miles on it. 2003 Arrival Blue SS Factory 6 disc stereo No XM, No Onstar 89,126.7 miles as of 1/31/13. It is a 3rd vehicle and will not be driven much Modifications: Reflexxion steel cowl hood Weld 20x8 Cheyenne wheels Pirelli Scorpion 275/55/20 tires with 50%+ tread life Bassani CARB legal mid-length headers 2004 LS6 camshaft with LS6 valve springs 2009+ truck flex fuel injectors with EV6 connectors RPM Level 6 transmission PI 2800 Torque converter B&M 24k GVW transmission cooler 2005 electric fans Outlaw intake box Magnaflow cat-back exhaust SSBC slotted and drilled rotors Kbb "Good" price is $16,262. I'm asking $16,000 OBO with the current hood and wheels. $14,000 with the factory hood and 2013 GM 17" wheels and tires. I can be reached at [email protected] with questions. We are in San Diego County. Pictures below, taken 1/31/2013

If you've emailed me, you've definitely received a response, unless you're emailing over and over again which bumps your conversation to the bottom each time. What is your email address?

Looks like a very nicely built setup there Chase.

You should be fine. I had my SSS on the dyno for about 3 hours one day a few years ago, using it to for various tests and tuning. That was about 25k miles ago and zero issues have popped up.

That's perfectly fine, I wouldn't suggest anything other than in-person for a setup of your type. That said, with the level of build that you have there, a load bearing dyno is necessary to really dial in your part throttle ignition timing. It's one thing to tune a factory-type setup on the street after having done a ton of them. It's another to try and massage out 15ft-lbs extra at 1/2 throttle at 3000rpm. That kind of gain is easily seen when tuning on a dyno of that type, but can be impossible to ascertain on the street.

Really depends on your modifications, the type of dyno and the competency/thoroughness of the tuner.

No sir, completely different when compared to tuning on a load bearing dyno.

Also, since the tune doesn't change and your WB changed from one day to the next, something in your setup must have changed. What exactly it is, I can't say, but any change like that would need to be addressed mechanically. MAF is a very common culprit.

Hmmm, I don't see that, can you resend it?

I wouldn't put a lot of faith in the tailpipe wideband when you have your own WB stating something different. Even at 12.4 at the engine, you will not do any damage. Your wideband (from your last email chain to me) reads 11.7 at WOT and taps low 11s just before the shift. I haven't seen any recent emails from you at all either. The last email was in September when you said you were sending back my equipment. As for the duty cycle, while it is not ideal that high, you are not static yet, as the IBPW and IDC take into account the dead time and if you tap 96% once in a while, you're not doing any harm to the injector drivers or injectors themselves. If you were going static and dangerously lean, then new injectors would be warranted and that would be in the $400-500 range unless you lucked out.

For that setup, with the changes due to the heads, I would fully suggest bringing it up to Temecula for a couple of hours on the dyno as opposed to the street. Too many variables have changed to really be able to ensure that we can get it perfect otherwise. I think that cam can do just fine with something that flashes in the 3000-3200 range while still being very streetable. I just don't think you'll get enough out of the TBTC with the 5.3L and the torque band with that cam. The 220 on a 112 will be iffy on emissions as it is. With those headers, you're going to have to be "creative".

But fueling isn't even remotely as important to part throttle drivability as having the correct ignition timing, which you can only get on a load bearing dyno. Using a Mainline or Dyno Dynamics dyno, I can usually get the part throttle timing dialed in in about 15-20 minutes from 1200-3600rpm.